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Japanese Train Sets A Speed Record Of 581 kph
Azuma writes "Last night, on December 2, a high-speed Japanese train set a new record of 581 kph, breaking its own previous record. The new Maglev high speed had real passengers on board this time. They proved that the distance between Osaka and Tokyo can be covered in one hour's time. However, we wouldn't see real trains for a while now since the cost is prohibitively expensive at this time. However, they expect that the cost would come down over the next 20 years. This seems to be the future of transportation, at least in Japan. Here is a detailed article from The Japan Times."
It's hard(er) for a mag-lev train to derail sincehte 'wheels' wrap around the track. For it to derail it would have to rip the track apart. Not saying it's not possible but it's less likely to happen than on conventional trains.
The maximum speed for a maglev train is considered to be around 580 kph due to limits in electrical facilities for the train, the engineers said.
We haven't seen nothing yet. It seems the more juice, the higher the speed. I for one hope to see mass production of Maglev trains. They will be vastly superior to planes at less cost.
I can't help thinking that maglev train development will help achieve cheap spaceflight as well. Imagine a spaceplane taking off from a maglev hitting 1000+ kph.
kph parses as kilo*pico*hour. It makes no sense.
You probably mean km/h.
No need to bastardize a fine international standard.
If you are going to visit Japan, there is a special travel pass you can get, which is only for tourists. It allows you to travel on any train in Japan over one, two, three or four weeks. It is well worth it.
Having spent three weeks travelling around Japan on their trains, I can confirm that they are very impressive. Many of the trains have the kind of luxury fittings that you'd expect to find flying first class. But they are expensive.
Although I believe that Europe is currently developing a Europe-wide high-speed rail system, Japan has had one for years. Why is it only Japan that has such an advanced train system? Travelling by train is great - much more environmentally sound and safer than travelling by car, and of course you get to use the travelling time productively, especially when the trains have plugs for laptops and network connections/WiFi.
Please take a look at a Maglev. Notice how it wraps around the track? It is extremely unlikely for one of these suckers to derail, and physically impossible for these things to crash into each other.
I for one welcome our Maglev overlords. At 581kph it should limit my 43 minute train time to school to roughly 8 minutes. Cross country? At most 30.
"If anyone needs me, I'm in the angry dome."
In France , the TGV derailed at least two times in 20 years. Each times at more than 250Km/h (150mph) No injuries, No deaths.
Because the train is linked upon boggies.
As we've seen home built roller costers and rockets on /., now is the time to build your own Maglev train. All you need is posterboard, foamboard, or cardboard, 20-30 square or rectangular magnets, masking tape. Then follow the instructions. Have fun!
my other sig is a 500 page novel
This is so wrong.
SWITCHES?
Nothing deployed? The Germans and chinese will be very upset that they do not exist
Then the mention of lack of land, all the while ignoring that the train is elevated.
Earthquakes? well, since the train is elevated, the supports are designed to handle earthquakes. It is LRT and Heavy Rail that has problems due to the fact that they are heavily anchored to the earth through every inch of the rail. This allows for the rail to be moved from underneath the train while it is moving.
BTW, In japan, the monorails have had NO problems with earthquakes/Typhons, etc, while LRT has to be stopped and adjusted after each item.
Cusion of air for aerodynamics???? It is a "MAGLEV"; it is supported by magnetic force, not aerodynamics.
As to evironmental impact, give me a break. The amount of force is FAR less than an MRI.
I prefer the "u" in honour as it seems to be missing these days.
Actually, the one in Shanghai, PRC, has been 'deployed'.
Of course the maintenance on regular trains is a wee bit higher - unless you think replacing those big steel wheels and the brake systems due to wear and tear is something that's cheap.
Really ? So what, exactly, do you call this thing then ?
http://www.transrapid.de/en/medien/praesentati
Maglevs can easily operate on levitated tracks above existing tracks if so needed. Of course replacement would be a better option, but disrupting commuters is likely not a viable option, so alternative transportation would have to be introduced for as long as construction would last.
Rail, yes. But this is maglev. Rail doesn't give you an inch leeway. Maglev does. Maglev gives you way -more- than an inch leeway. Slight disruption of the guideways won't be much of a disaster.
Speaking of which - maglevs can't derail. You don't happen to know the -main- cause of rail incidents is, would you ?
But if the segment does get destroyed, you install a new segment. Yes, it'll be more than a bit of steel and welding, depending on the maglev construction (i.e. linear motor in carriage, or linear motor in segments). But either which would not take much longer than replacing a segment of steel rail.
Moot point. These things are meant to go fast, not slow.
When do regular trains ever go slow ?
1. When going through neighborhoods to prevent too much noise from being generated.
- Maglevs are MUCH more silent, not an issue
2. When leaving a station
- Maglevs accellerate much faster, not an issue*
3. When entering a station
- Maglevs decellerate much faster, not an issue*
* where they do go too slow, no worries - the levitation is generally not handled the same way, but rather by batteries in the carriages. They can levitate just fine without external power. Should they run out of internal power as wel, they generally 'land' on plain rubber wheels, and can be collected by another maglev.
You're talking about te type of system where the linear induction motor is inside the track. The track segments get switched by the passing of the train. The magnetic field is directed upwards and does not extend a lobe of more than 10 meters at best.
Which means that you have to be standing on the track, when the train passes over it, to be affected. I *think* you would have other worries at such a time
Even if you think a bird may be affected, though, a track section's length is up to 62 meters in length. Even if travelling at 'only' 400km/h, that's passed in 1.79 seconds, with the length of the segment decreasing over that time as the train passes over.
Inside the train the magnetic field is negligable - less than a CRT monitor.
Kids these days put their coins in Tesla coils anyway
500 Hz at 900 MHz is less than 1 ppm.
.5 ppm, so a 500 Hz shift isn't that much.
The TCXOs (temperature compensated crystal oscillators ("X" being the industry standard abbreviation for crystal - get over it)) used in moble equipment are usually rated about
The more important aspect is the timing skew - GSM and CDMA require the mobile and the base station to have a VERY accurate idea of the time of flight delay between them, so as to keep the transmissions in their allocated time slots (IIRC GSM requires something like a 5 microsecond accuracy, but not being at work yet I can't get the specs right now.)
Moving that fast means the timing skew is going to shift significantly between bursts.
However, most high speed trains are moving to having a cell on the train itself, which then links to the landline system via a dedicated link from train to land.
www.eFax.com are spammers
You do realize that the subsidies that Amtrack and most local train utilities recieve are less than half of what similar road spending requires, right? Think of roads as direct subsidies to the car companies; boston (used as an example because I live there, not because it's an extreme case) subsidizes about 60% of the MBTA's budget, but spends more than that every year on roads even discounting the fiasco that is the big dig. The MBTA serves over 700,000 people daily, and the central artery will serve less than 300,000 drivers, as per Mass Highway Department estimates). Other cities are the same, so citing subsidies to public transport but NOT citing road costs depicts a situation only the car companies would claim is true.
Read jack phelps dot net
580 Km/h = 260 MPH I little .22 goes about 750 MPH a 9mm goes about 1000 MPH. Don't ask me why they call it a bullit train.
Come the revolution, the Bourgeois, Capitalistic, "A PARKING STICKER HOLDERS", will be first against the wall!
Of course, this is Slashdot, I can't expect you've actually read the book.
I have a positive modifier on Troll. When I mod someone Troll their karma should go UP!
GM, firestone & Philip's Petroleum created a front company that purchased over 400 suburban railway & tram systems in the US, then ran them down & replaced them with buses. They even got a $10,000 fine when the govt prosecuted them under the anti-trust statutes. Yep they destroyed infrastructure that today would cost millions or billions to replace for a then $10,000 penalty.
If it wasn't for that fact, many US cities today could [b]potentially[/m] have suburban railway systems as extensive as Sydney's suburban & inter-urban Cityrail system
Really AFAIC railways systems should be publically run & financed through consilidated revenue, just as roads are. Public transport will never reach it's full potential while it's expected to make a profit (or break even), while there's no equilivent expectation in regards roads
The fuel taxes collected have been more than enough to pay for the roads.
Maybe in Europe with high gas taxes, but not over here. The United states has artificially low gas prices that definitely do NOT reflect the actual cost of gas use.
In Boston, the T system moves 700,000 people on an average day, and costs are bare minimum compared to the big dig, which is estimated by the Mass highway department to positively affect about 190,000 (those who are sped by it during rush hour and other heavy-traffic times; those who drive in low traffic could care less for the improvements). Though the big dig makes Boston a *slightly* extreme example, I was speaking just yesterday with a friend of mine who interned on project approval this summer at the federal DOT, and only a few percent of the budget goes to subsidize public transit, and it's NOT covered by gas taxes. This is likewise true for state DOTs.
Read jack phelps dot net